Engine valve operating mechanism



A ril 18, 1939. R K. LEE

ENQINE VALVE OPERATING MECHANISM Filed May 19, 1934 3 Sheets-Sheet l I INVENTOR. Foyer h. lee.

BY fl Q2; NZ;

ATTORNEYS.

R. K. LEE

-ENGI'NE \VALWE OPERATING MECHANISM April 158, 1939. 2,154,573

a Sheets-Sheet 2 Filed May 19, 1934 INVENTOR. lee.

A TTORNEYS.

BY gwma April 18., 1939. R. K. LEE 2,154,513

ENGINE VALVE OPERATING MECHANISM Filed May 19, 1934 3 Sheets-Sheet 3 INVENTOR. Foyer Klee.

A TTORNEYS.

Patented Apr. 18, 1939 UNITED STAT ES,

PATENT OFFICE Roger K. Lee, Highland Park, Mich., assignor'to Chrysler Corporation, Detroit, Mich a corporation of Delaware Application May l9,v 1934, Serial No. 726,488

7 Claims.

This invention relates to internal combustion engines and more especially to. new and useful improvements for increasingthe speed and em.- ciency of an internal combustion engine.

57 This application is a division of my co-pending application, Serial No. 657,146,,fi1ed February 16, 1933, now Patent No. 2,047,419.

As the art of internal combustion engines has developed there has been an increased demand for small and lighter weight power plants capable of producing definite amounts of power. The gasoline engine is the lightest known form ofprime mover. In general, engines become lighter as the number of cylinders and the crank shaft speeds are increased. However, it becomes impractical to provide large numbers of cylinders for engines designed to perform certain types of duties. As engine speeds are increased, various considerations in the design of the engine become important. Among the more important of these considerations is the weight and the admission and discharge of gaseous mixtures to and from the engine cylinders.

One object of this invention is toincrease the efiiciency of internal combustion engines.

Another object is to reduce the resistance offered to engine operation due to inertia of valves and operating means therefor.

Another object is to provide a light weight valve operating means for positively opening and closing valves.

A still further object of my invention in its. more limited aspects is to provide an arrangement of valve operating mechanisms wherein one valve operating means forms. a bearing for another valve operating means.

While my improvements are not limited intheir use to any particular type of engine myimprovements are especially adapted to provide a com- 0 pact, light weight, radial cylinder type of engine which is readily assembled and disassembled and which has a singularly low ratio of weight per horsepower.

Further objects of my invention are to provide a high speed engine valve gear'operating with a minimum of vibration or other disturbing; forces; and to provide a relatively light weight valve operating mechanism capable of high speed positive operation.

Another object of my invention, according to one embodiment thereof, residesin the provision of an improved valve operating mechanism adapted to permit self-alignment of the various parts whereby the manufacture; assembly;. and operation of the mechanism is-iacilitated;

Further objects of my invention are toprovide improved means in a positive valve operating mechanism for conveniently adjusting the valve relative to its seat; to provide a positive valve operating mechanism capable of assembly and disassembly'as a unitary structure without disturbi g or removing thev engine cylinder associated therewith, the unitary assembly being mounted with thecylinder head and removable therewith according to one embodiment of my invention; to provide a positive valve operating mechanism including an operating lever capable of assembly or disassembly with or from cam operating means -preferably by moving the operating lever and associated valve operating assembly outwardly in the general direction of the associated cylinder; to provide an improved; arrangement of cylinder and valve operating mechanism capable of expansion and contraction under varying engine temperatures. without appreciably altering the. valve timing; and to provide an improved valve operating mechanism for engines particularly of the radial cylinder type although not necessarily limited thereto wherein the cam means for positively operating the valves is offset from the plane of the cylinder axes with a novel form of bell-crank lever having oifset lever arms for transmitting the drive from the cam means tothe valves.

Further objects of my invention are-to provide improvements in guiding means for the lever arms of the positive valve operating mechanism; to provide a novel arrangement of positioning one or more of the valve operating lever arms within a gas conducting valve controlledpassage for an engine cylinder; and to provide self-adjustment of the valve relative to its seat during engine operation.

Further objects and advantages of my invention .will be more apparent from the following detailed description of several illustrative embodiments thereof, reference being had to the accompanying drawings, in which:

Fig. l is a central verticalsectionof an internal combustion engine constructed in accordance with the present invention, the section being taken alongthe axis of the engine crank shaft as indicated by the line l-lof Fig. 5.

Fig. 2 is a fragmentary sectional elevational View along the line 2-2 of Fig. 1.

Fig. 3- is a detail sectional view along the line 3-3 of Fig. 2. r

Fig. 4 is a further detail sectionalview along the line 4-4 ofFig. 1, certain of the parts being broken away.

Fig. is a side elevational view of the engine on a reduced scale, parts of the cylinders and crank case being broken away to illustrate the mechanisms respectively operably associated therewith.

Fig. 6 is a detail sectional plan view along the line 6-6 of Fig. 5.

Fig. 7 is a sectional plan view looking down on one of the engine cylinders with the cylinder head removed, the section being taken along the line of Fig. 5.

Fig. 8 is a central vertical section on an enlarged scale of a modified form of valve which may be employed in connection with the construction shown in Figs. 1 to 7 and 9 and 10.

Fig. 9 is a fragmentary side elevational view showing a modified form of valve and operating mechanism therefor.

Fig. is a fragmentary sectional elevational View of the parts illustrated in Fig. 9, the section being taken along the line |0|0 of Fig. 9.

Referring to the drawings it will be noted that I have illustrated my improvements in an internal combustion engine of the three cylinder radial or Y-type, the engine including a fixed crank case I0 and radially disposed cylinders secured in equiangular relation on said crank case. The cylinders may have any desired suitable construction, the novel cylinder construction illustrated in the drawings not forming a part of the subject matter claimed in this application.

As illustrated in the drawings, each of the cylinders may be formed of an inner sleeve l2 and an outer sleeve l3 maintained in concentric and spaced relation by a base member l4 and top member l5 which are suitably bonded to the sleeve member. The base members |4 may be provided with flanges l6 by which the cylinders may be secured to the crank case by means of bolts IT. The spaced concentric sleeves I2 and I3 provide water jacket spaces l8 along the cylinder walls which communicate through ports I!) with water jacket spaces provided in the top members IS. The upper surfaces of the top members |5 are square relative to the cylinder in a longitudinal direction as viewed in Fig. l but slightly inclined relative to the cylinders in a transverse direction as indicated in Fig. 5.

Each cylinder is provided with a cylinder head 2| in which are formed water jacket spaces 22 communicating with the spaces 28 in the top members l5. Referring also to Fig. 7, bolts 23 are provided for securing the cylinder heads 22 to the top members |5, a suitable gasket 24 being disposed between the cylinder head and top member. A spark plug 25 is provided in each of the top members as indicated in. Fig. 7.

Slidable within the inner sleeve |2 which constitutes the cylinder wall of each cylinder is a piston 26 which may be of any suitable construction and which does not in'itself constitute a part of my invention as claimed in this application. The main portion of the connecting rod is indicated at 21 and may be tubular in form for lightness in weight, an annular bearing member 28 being permanently secured to the tubular rod portion 21, the bearing member being adapted to engage the crank pin of the engine.

The crank case It! comprises a substantially cylindrical body member 29 and end members 30 and 3|. The parts of the crank case are preferably aluminum or similar light weight metal or alloy castings and the body member 29 is cored as indicated at 32 for the accommodation of the cylinder II and as indicated at 33 for the accommodation of valve operating means which will be presently described in detail. The end member 38 of the crank case is essentially bell-shaped and centrally apertured at the forward end thereof for the reception of a crank shaft 34. This crank shaft is journaled in ball and race types of bearings 35 and 36 mounted in the crank case and arranged adjacent the ends of the crank shaft, the bearing 35 being arranged in an enlargement 31 adjacent the central aperture at the forward end of crank case member 38 and the bearing 36, of considerably larger diameter than bearing 35, being mounted in inturned flanges 38 at the forward margin of the body member 29 of the crank case.

The rear portion of the crank shaft 34 is provided with an enlargement in which is journaled, eccentrically with respect to the axis of the crank shaft, a spindle 40 which projects rearwardly beyond the end of the crank shaft to provide a crank pin 4|.

The spindle 48 is journaled adjacent its rear end by a roller bearing 42 arranged at the rear end of the enlarged portion and a ball and race type bearing 43 journaled in the forward end of spindle 40 at the forwardly disposed end of the enlargement of the crank shaft. The spindle 48 is maintained in position within the bearings 42 and 43 by a shoulder44 which abuts the forward face of the bearing 43 and by a nut 45 and lock washer 46 secured to the forward end of spindle 40.

The rearwardly projecting end 4| of the spindle 40 forms the engine crank pin on which is journaled the annular bearing member 28 connected to the aforesaid connecting rod member 21, and also journals the annular bearing members 41 and 48 on the connecting rods of the remaining cylinders. Referring also to Figs. 2 and 3, it will be noted that the annular bearing member 41 is offset forwardly to a. slight extent relative to its connecting rod member and that the annular bearing member 48 is offset rearwardly to a slight extent relative to the tubular member 21 of its connecting rod. All of the bearing members 28, 41 and 48 are directly journaled on the crank pin 4| which in turn is rotatably journaled relative to the crank shaft 34.

The bearing members 41 and 48 together with a rearwardly offset portion of the bearing member 28 are disposed in side to side relation on the crank pin 4|, while the forward edge of bearing member 41 abuts a shoulder 49 on the spindle 40 and the forwardly offset portion of the bearing member 28 abuts another shoulder portion 58 at its forward edge. The spindle 48 is centrally cored as indicated at 5| and at the rearward margin is internally threaded as indicated at 52. A plug 53 isreceived within this threaded portion and abuts the rearward margin of the bearing member 28 to maintain the bearing members 28, 41 and 48 in assembled relation. The bearing member 28 is slotted as indicated at 54 and 55 partially about its periphery so that any two adjacent connecting rods of the group of three will not come into contact even when the connecting rods are at the minimum relative angle. It is noted that with the above construction all of the connecting rods bear directly on the engine crank pin and all are of the same length so as to insure uniform compression ratio of all of the cylinders of the engine.

During operation of the engine at high speed, the bearing members 28, 41 and 48 of the crank pin 4| and spindle 40 will exert relatively great 'diametricallyopposite the bearing 42.

"43, it being .apparent that the bearing 42 must carry the major portion of this load. In order to distribute this load more uniformly between the bearings 42 and 43 and to generally counterbalance the moving parts of the engine I have provided a novel distribution of counterweights fully disclosed in my aforesaid co-pending application. I have herein illustrated a portion of such counterweighting, a counterweight being illustrated in the form of the eccentric mass 56 integral with the enlarged portion and disposed Inasmuch as my novel system of counterbalancing is not in itself a part of the invention claimed in thisapplication, the details of the counterweighting system will not be further illustrated or described in this application.

My valve operating mechanism which, together with the parts associated therewith constitutes the subject matter of this application, is capable of improved operation at relatively high engine speeds approximating 5,000 to 10,000 R. P.

although I do not limit my invention in this respect. Referring particularly to Figs. 1 and 4 to '7 inclusive, the construction and arrangement of the engine valves and operating means therefor will be described.

The body portion 29 of the crankcase is provided with a transversely disposed supporting partition 51 in which a hollow stub-shaft 58 is supported in alignment with the axis of the crankshaft 34. The partition 5'! divides the crankcase body 29 into the crankcase proper intermediate the partition 51 and bearing 36 and the cam receiving chamber 51 located intermediate the partition and the end cover member 3|. A gear 59 is provided with an integral disc of larger diameter than that of the gear and is journaled upon this stub-shaft-and maintained in position by means of a bolt 60. The disc 6| is provided with slot-like apertures 63,

elongated in a radial direction, one of which is adapted for engagement with a lug 64 projecting from the plug 53 threaded into the end of the crank pin 4|. The gear 59 and disc 6| are given equal rotation with the crankshaft and the slot 63 permits relative movement other than rotation of either the stub-shaft or crankshaft 34 in the event of deflection of either shaft. Three cam shafts 65 are journaled in the supporting partition 51 and end member 3| and each cam shaft is provided with a gear 66 arranged in equidistant and equiangular position relative to the axis of the stub shaft 53 and the crankshaft 34. The gears 66 are each of a diameter twice that of gear 59 so that each of the cam shafts 65 receives equal rotation in the opposite direction at one-half the speed of the crankshaft 34. The arrangement of the shafts in the crankcase is such that a line between the axes of two adjacent shafts will be bisected by a line normal thereto and passing through the axis of a valve operating shaft 61 journaled between the cylinder head 2| and the top member l5 of a cylinder Each shaft 65 has four cams 68 secured thereto against relative rotation. The cams 68 are arranged in pairs on the shaft 65, one pair of cams being adapted to operate the intake and exhause valves of one cylinder while cooperating with a pair of cams on the next adjacent shaft and the other pair of cams is adapted to cooperate with a pair of cams on the third shaft to operate the intake and exhaust valves of another cylinder.

The novel arrangement of camshafts 65 to gether with their drive from the crankshaft especially adapted for a radial engine does not form a part of the subject matter claimed in this application.

Each valve operating shaft 61 has an arm 69 fixed thereto which supports a valve at the outer end thereof. The valves 10 form the exhaust valves for the engine cylinders and each cooperates with a valve .seat insert 1| provided in the upper portion of the top members l5. Thus the valves 10 cooperate with the valve seat insert H to close the exhaust passages 72 provided in the cylinder head :21. Each valve operating shaft 6! is also provided with an operating arm 73 upon the free end of which is disposed a roll 14 adapted to cooperate with the cams .68 fixed to the camshafts 65.

Each cam upon the shafts 65 cooperates with a suitably shaped cam provided upon an adjacent shaft so that both cams remain in contact with roll 14 at all times. These cams are so shaped that when the cam on one shaft begins to lift the roll 14, the cam surface of the cam on the other shaft allows the roll 14 to approach the axis of the latter shaft. In the construction shown in Fig. 5 the cams which open the valves 16 are in the general form of an involute tooth and the cams which close the valves 76 and cooperate with the first mentioned cams are essentially circular in outline with a wedge shaped portion removed therefrom. The cam operating shafts 61 are journaled in aligned recesses 75 and i6 pro-vided in the contacting faces of the cylinder heads 2| and top portions l5 respectively. The recesses 16 are enlarged as indicated at T! for the reception of a sleeve 18 to which is fixed an operating arm I9 for an intake valve 80.

The operating shafts 61 and F8 are telescoped one within the other so that one forms a hearing for the other shaft whil'e additional bearings :for these operating shafts are provided by the cylinder heads 2| and top portion |5 of the cylinders. The operating arms 69 and 19 may be provided with annular shoulder portions 8| which cooperate with correspondingly shaped recesses 82 in the cylinder heads and cylinder top members to prevent axial displacement of the valve operating shafts.

An operating arm 83 is fixed to the valve operating sleeve 18 and the free end of this arm terminates in a roll 14 as previously described. It will be apparent that the arm 83 together with the sleeve or shaft 18 and the arm 19 form a bell crank lever, the lever portions or arms 19 and 83 thereof being spaced axially of thesleeve IT. The cylinder top members and cylinder heads 2| may be provided with complementary extension members 84 adjacent the ends of the recesses 15 and 16 to provide outboard bearings for the longer operating shafts 61 and 18. The bosses 84 will be different lengths for two of the cylinders and the third cylinder will not require an outboard bearing.

As will be noted in Figs. 1 and 7,'the forwardly disposed pair of cams 68 shown in Fig. l cooperates with a pair of cams on another shaft 65 to operate the valve means for the cylinder shown in Fig. 1, the valve operating arms 83 and 13 being mounted on the shafts .61 and ISat points adjacent the side of the cylinder head 2| indicated in Fig. 1. The valves of another cylinder requireshafts of a length indicatedin 'full line in Fig. .7 and theoperatingsarms:therefor cooperate with the pair of cams 58 shown in the rearmost position in Fig. 1. The cams for operating the valves of the remaining cylinder are not shown in Fig. 1 but are mounted on the two remaining camshafts 65 and occupy the intermediate position between the pairs of cams shown on the camshaft 65. In the case of the last mentioned cylinder the valve shafts will be of an intermediate length and the extension members 84 will terminate at a point indicated by the dot and dash line 85 of Fig. 7. Casing members 86 cover the cored out openings 33 in the crankcase body portion 29 and also cover the valve operating arms 13 and 83. These casing members may be attached to the crankcase supporting member 29 by screws 81 as indicated in Fig. 6. It will be noted that the openings or slots 33 provide guides for the arms 13 and 83.

My valve operating mechanism as thus far described may be readily assembled and disassembled as a unitary assembly into engagement with or out of engagement from the operating cams 68 for each valve operating mechanism including arms 13 and 83 in the general direction of the associated cylinder, viz., outwardly or inwardly. The arms 13 and 83 are thus freely engaged by the cams so that the arms may be withdrawn or assembled into engagement with the cams by a simple outward or inward movement thereof. In Figs. 1 to '7 the cylinder is illustrated as forming a unitary assembly with the valve operating mechanism, the cylinder head structure 2| being removable independently of this assembly.

By providing the aforesaid outwardly extending arms 13 and 83 carried by the outer end of the associated cylinder and extending inwardly in the general direction of the cylinder for freely engaging the operating cams 68, the cylinder may expand and contract under temperature variations without binding the operating mechanism. When such temperature changes take place the lever arms 13 and 83 merely slightly move in or out at the cams 68, the cam operated valve timing being unchanged for all practical purposes and noticeable results in the engine operation.

It will further be apparent that the cams 68 may be located offset from the plane of the cylinder axes, the bell cranks having their lever arms offset in the direction of their pivots provided between the companion bearing portions provided by the cylinder and cylinder head.

By locating the lever arms 69 and 19 for operation in the respective valve controlled exhaust and intake gas passages 12, I have provided, among other things, an encasing for the lever arms, improved the compact characteristics of engines, and decreased air flow resistance which is of importance in connection with aircraft installations.

Referring to Fig. 8 a modified form of valve and operating means therefor is disclosed comprising a Valve member 88 having a seating portion 89 adapted to engage a valve seat insert H and a second seating portion 90 adapted to engage a beveled head member 9| secured to or forming an integral part of a valve operating arm 69. A backing ring 92 may be welded or otherwise suitably secured to the operating arm 69' to retain the valve member 88 in position with the desired amount of play relative to the valve operating arm or stem 69. The valve 88 is self-adjustable during operation and assembly, it being apparent that the valve may rotate or slightly tilt. The valve 88 may be substituted for the valves 10 and 80 of the Fig. 1 embodiment or for the valve 10 in my Fig. 10 embodiment hereinafter described.

Referring to Figs. 9 and 10, a modified form of valve and valve operating mechanism is disclosed. In this embodiment the top member l of the cylinder is provided with an upper surface 33' which is square with the cylinder and a cylinder head 2| is secured thereto. A poppet valve is provided with a hollow stem 93 which is internally threaded to receive the lug 94 of a guide means 95. A lock nut 96 may be provided to maintain the lug 94 and stem 93 is locked adjustment. A valve guide 91 is provided to slidably receive a stem 93. By loosening the nut 96, the valve stem 93 may be rotated on the threaded lug 94- to axially adjust the stem relative to lug 94 and thereby adjust the valve 10' relative to its seat.

A slide member 98 is pivotally connected to the end of operating arm 99 and slidably received within the guide 95. The operating arm 99 is secured to a valve operating shaft 61' or 18 to which are also secured operating arms 13 and 83 extending to the valve operating cams as in the prior embodiment. The cam members 88' in the present embodiment are again shaped so as to afford positive opening and closing operations of the valve 18. In this instance the cam for opening the valve Ill is essentially wedge shaped, while the cam employed for closing the valve 18 is of circular outline with an arcuate portion removed therefrom. The outlines of the cams B8 are so shaped that as one cam is lifting the operating arm 13 or 83' the other cam member allows such lifting movement while maintaining the cam surfaces of both cams in contact with the end of the operating arm.

As in the case of the previous embodiment it will be apparent that the respective pairs of laterally extending valve actuating arms and downwardly extending cam actuated arms form bell crank levers, the component lever arms of each bell crank being spaced axially of the rocking sleeve or shaft to which the pairs of arms are attached.

It will be noted that in Fig. 10 the lever arm i 99 is connected by a slide member 98 to positively reciprocate the valve stem 93 and to compensate for the variation in distance between the lever support and valve stem axis during reciprocation of the stem and valve. The slide 98 acts substantially along the axis of the valve stem and slides transversely to said axis.

In the embodiment of my invention illustrated in Figs. 9 and 10, the valve operating mechanism may be readily assembled and disassembled as a unitary assembly into engagement with or out of engagement from the operating cams 98 by moving the operating mechanism including arms 13' and 83' in the general direction of the associated cylinder, viz., outwardly or inwardly as in the case of the Fig. 1 embodiment. However, in Figs. 9 and 10, the valve operating mechanism for each cylinder may be assembled or disassembled as a unitary assembly without disturbing the associated cylinder since each mechanism may be moved as a unitary assembly with the cylinder head 2|.

When the cylinder head 2| is removed from the cylinder with the valve operating mechanism, the valves 1'9 may then be readily reached from the under side of the cylinder head and the valves unscrewed to release the driving mechanism from the valve stems at the threaded lugs 94.

An advantage, in addition to those aforesaid, of my sliding member 98 resides in facilitating the manufacture and assembly of the valve operating mechanism by providing a self-alignment of the parts without requiring extreme accuracy of machining and location of parts. Thus, the distances between the axes of the valve stems 93 and shafts 61', 18' may slightly vary since the slide 98 will readily accommodate itself to such variations.

In Figs. 1 to 8 as well as in Figs. 9 and 10, the cams for operating the bell crank levers are located laterally adjacent the inner end of the cylinders while the supports for the actuating bell crank levers are spaced circumferentially of the cams, such arrangement being of particular advantage for radially arranged cylinders although not necessarily limited thereto. In order to efliciently transmit the positive valve movement from the cams, the cam actuated bell crank lever arms 13, 83 and I3, 83' extend upwardly and outwardly from the cams to the bell crank lever supports, the other lever arms 69, I9 or 99 being offset from the respectively connected cam actuated lever arms so as to extend inwardly at the outer cylinder ends from the lever supports to the valves.

As many changes could be made in the above constructions and many apparently widely different embodiments of my invention could be made without departing from the spirit and scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative, and not in a limiting sense.

What I claim is:

1. In an internal combustion engine having a cylinder, a head removably secured to said cylinder and provided with a valve port therein, a .poppet valve in said head movable to open and close said port, a valve operating shaft, said cylinder and head having companion recesses journalling said shaft therebetween, means fixed to said shaft and connected to said valve for positively reciprocating said valve upon oscillation of said shaft, and means for oscillating said shaft.

2. In an internal combustion engine having a cylinder, a head removably secured to said cylinder and provided with valve ports therein, poppet valves in said head movable to open and close said ports, a pair of valve operating shafts one of which is in the form of a sleeve telescoped over the other of said shafts whereby each shaft provides a bearing for the other, said cylinder and head having aligned recesses journalling said valve operating shaft therebetween, means for rotating said shafts, and means respectively interconnecting said shafts and. valves for positively moving said valves upon rotation of said shafts.

3. In an internal combustion engine having a cylinder, a head removably associated therewith, said cylinder and head having seating faces, a poppet valve, a bell crank lever having an arm adapted to operate said valve and a second arm, and means for actuating said second arm, said cylinder and head having companion recesses formed in their seating faces, said bell crank lever having a shaft connecting said arms and journaled in said recesses.

4. In an engine having a cylinder and a pair of poppet valves, bell crank levers each having an arm adapted to positively operate one of said valves, means operating the other arms of said levers, and means supported by said cylinder for rockingly journalling said levers, said levers having shaft portions intermediate their arms, one of said shaft portions being journalled within the other.

5. In an engine valve operating mechanism, a valve stem, means for positively operating said stem, said stem having a pair of axially spaced shoulders projecting therefrom, a valve loosely mounted between said shoulders and having an aperture through which said stem passes.

6. In an engine valve operating mechanism, a valve stem, means for positively operating said stem, said stem having a pair of axially spaced shoulders projecting therefrom, a valve loosely mounted between said shoulders and having an aperture through which said stem passes, one of said shoulders and said valve having engaging bevelled faces.

7. In an engine having a cylinder and a pair of poppet valves, bell crank levers each having an arm adapted to positively operate one of said valves, means operating the other arms of said levers, and supporting means rockingly journalling said levers, said levers having bearing portions intermediate their arms, one of said bearing portions being journalled within the other.

ROGER K. LEE. 

